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Don't have any a/f measurements - and as a matter of fact I only just re-installed the fuse for the 5th injector/water injection pump driver after driving the first 2,000 kms with only the standard LH injection system w/rrfpr to give me something of a baseline (the 5th injector stems from the old 8vT set up of Saabine). For clarification, I run the stock B201 (21 lbs) injectors in conjunction with the Trent Saab RRFPR which is normally set at 3.2 bar - it was Giles of Abbott Racing who suggested the base fuel pressure could be set slightly higher. I'm pretty sure, however, this set up will support up to maybe 230-240 hp, but no more (some on this board will argue it is significantly less given the calculated hp yield as per the general rule of thumb published here and there - but then Saab would themselves would be guilty of undersizing their injectors vs. hp ratings on various models: after all there were stock 185 hp models running with the same injectors that would not support more than 42.9 or so hp a piece...) and as I'm removing the APC I want to be on the safe side, especially above 5K rpm. The 5th injector is electronically controlled: it's trip in point is somweher between 0.85 and 1.1 bar right now, and I have full control over addtional fuel delivery vs. engine rpm through an array of pots which control this with 500 rpm increments.
My reasoning was/is as follows: The combination of stock ECU, injectors and Trent rrfpr has been proven on at least dozens of 220-235 hp Trent Saab conversions, giving much improved driveability over stock. Something that would be very, very hard to achieve (not to mention $$$) with an aftermarket ECU. When going over the limits the stock system can handle (i.e. flowing lots of air at high rpms and WOT) I'd guess the amount of extra fuel injected would not be so critical with regards to driveability, as long as it's enough ;-) Hence the rather crude, but hopefully effective 5th injector system.
Given the discussions on this board, I admit I have been thinking more about the probability of leaning out at the engine's projected 260-280 hp top whack than that I ever considered the opposite could happen...
As regards to body stiffness: This car might be a weekend toy, but it's still a road car which I'd like to use for vacations etc. It's for fun, definitely, but that also includes making use of its versatility, otherwise I might fool myself into thinking that what I need is not a Saab, but a Porsche or TVR. Not good - given my relatively modest income ;-) So the rear seat will stay in place, I only might consider aftermarket seats if I can make them look 'right' with the rest of the interior and it still will be recognizably a Saab, and the stereo will also stay inside. Of course, I built it as light as possible: no trunk sub boxes for me...
I must say, however, that this particular 5 door example seems rather solid to me: my other car is a 2-door 900T which does not feel 'tighter'at all. Also, the very stiff Merwede racing springs and Koni shocks with harder-than-stock-settings have been on the car for seven years now, without any ill effects which speaks for the structural integrity of the car.
Anyways, it's all just for fun. I don't pretend to be a real racing driver, but I greatly enjoyed what few outings I had on the track with road cars like Audi TT and the MG saloon race, as an automotive journalist.
That, and I think sports estates like Audi RS2/4 and Volvo 850 T5-R are the coolest things on earth. Much more fun to alarm drivers of aforementioned TVR and Porsche with something that _looks_ as sensible as a 5-door than with a fancy coupé...
posted by 213.116.106.2...
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